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2013 Ferrari California

“Bellissima,” said an approaching road cyclist during a break in our drive of the updated 2013 Ferrari California through the hills outside of Maranello, Italy. The friendly Italian came to stop next to the car, beaming while asking questions. Admittedly, our Italian is rusty (OK, nonexistent), causing us to only grin and nod in agreement. After realizing that we had no idea what he was saying, we shook hands, and he continued his uphill climb.

It's funny because, before the encounter, we stood at the side of the road questioning the California's beauty. From the front and side, it's a looker, but you wonder when you get to the bulbous rear. The oversized rear deck is there to conceal the two-piece folding hardtop, and Ferrari didn't even attempt to visually smooth it out for the California's mid-cycle update. In fact, nothing on the exterior changed.

Instead, you'll have to look underneath the California's aluminum skin to discover the new beginning, with the V8 engine now producing 483 hp, up from 453 hp because of a remapped ECU, new pistons and a redesigned exhaust manifold. Torque increases by 15 lb-ft, to 372 lb-ft.

Another change comes when the California rolls onto the scale, slimming down 66 pounds thanks to Ferrari's advancements in aluminum alloys and joining methods allowing for weight loss while maintaining structural rigidity. The chassis now consists of 12 different alloys instead of the previous eight. Thirteen of those lost pounds come from the new aluminum engine cradle, which is stiffer than the previous steel unit.

While the California is meant to be a comfortable GT car in the Ferrari lineup, it has added a Handling Speciale package for drivers who like sharper handling. The $7,227 package has faster ECU logic for the magnetorheological dampers, uprated springs and a quicker steering ratio.

Over the twisty Ferrari development drive route, our Handling Speciale package-equipped California was lively. With the manettino switched to sport for optimal gearshifts, traction-control settings and damping, we stayed busy sawing on the wheel, attacking seemingly endless hairpins. This enabled us to enjoy the communicative and responsive steering and generous grip in turns with little body roll.

The Brembo carbon-ceramic brakes made diving deep into corners possible, with diamond-hard pedal feel. Throw in the imperceptible traction-control system to help effectively put down the power, and you have one of the most surefooted and confident drop-tops available. If it wasn't for the blinking traction light on the dash while powering out of corners, we would have no idea it was there helping us along.

The very slight tradeoff for improved agility from the handling pack is ride comfort. A brief sample of a California road without the handling pack revealed a softer ride, less-responsive steering and more roll through bends.

True to the California's original mission, turn the manettino to comfort, leave the dual-clutch gearbox in automatic and you can cruise docilely around town or through the countryside with ease. Minimal wind buffeting intrudes into the cabin, and conversations with a passenger at regular speeds are not problem with the top stowed.

Almost all of our driving was done with the top down and in sport mode, which also activates a freer-breathing exhaust-valve setting. The V8's instant power, rev-happy nature, riveting exhaust note and our favorite dual-clutch transmission make keeping the engine dancing up near its 8,000-rpm redline satisfying from a performance and aural standpoint.

If you're looking to experience a mechanical symphony, the California is one of the best seats in the house. It all made us forget about the oversized humps out back.